WO2019125821A1 - Traverse danseuse de wagon de chemin de fer - Google Patents

Traverse danseuse de wagon de chemin de fer Download PDF

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Publication number
WO2019125821A1
WO2019125821A1 PCT/US2018/064884 US2018064884W WO2019125821A1 WO 2019125821 A1 WO2019125821 A1 WO 2019125821A1 US 2018064884 W US2018064884 W US 2018064884W WO 2019125821 A1 WO2019125821 A1 WO 2019125821A1
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WO
WIPO (PCT)
Prior art keywords
rib
diagonal
center rib
center
railroad car
Prior art date
Application number
PCT/US2018/064884
Other languages
English (en)
Inventor
Benjamin T. WOODS
Original Assignee
Standard Car Truck Company
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Standard Car Truck Company filed Critical Standard Car Truck Company
Publication of WO2019125821A1 publication Critical patent/WO2019125821A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/02—Types of bogies with more than one axle
    • B61F3/08—Types of bogies with more than one axle without driven axles or wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings
    • B61F5/06—Bolster supports or mountings incorporating metal springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/50—Other details
    • B61F5/52—Bogie frames

Definitions

  • Conventional freight railroad cars in North America and other parts of the world typically include a car body and two spaced apart trucks.
  • the car body or car body under frame typically includes two spaced apart center plates that respectively rest on and are rotatably received by bolster bowls of the two trucks.
  • the trucks rollingly support the car body along railroad tracks or rails.
  • Each truck typically has a three piece truck configuration that includes two spaced apart parallel side frames and a bolster.
  • the side frames generally extend in the same direction as the tracks or rails, and the bolster generally extends transversely or laterally to the tracks or rails.
  • the bolster extends laterally through and between and is supported by the two spaced apart side frames.
  • Each side frame typically defines a center opening and pedestal jaw openings on each side of the center opening.
  • Each end of each bolster is typically supported by a spring group positioned in the center opening of the side frame and supported by the lower portion of the side frame that defines the center opening.
  • Each truck also typically includes two axles that support the side frames, four wheels, and four roller bearing assemblies respectively mounted on the ends of the axles.
  • the truck further typically includes four bearing adapters respectively positioned on each roller bearing assembly in the respective pedestal jaw opening below the downwardly facing wall of the side frame that defines the top of the pedestal jaw opening.
  • the wheel sets of the truck are thus received in bearing adapters placed in leading and trailing pedestal jaws in the side frames, so that axles of the wheel sets are generally parallel.
  • the bearing adapters permit relatively slight angular displacement of the axles.
  • the spring sets or groups permit the bolster to move somewhat with respect to the side frame, about longitudinal or horizontal, vertical, and transverse axes (and combinations thereof).
  • Directions and orientations herein refer to the normal orientation of a railroad car in use.
  • the “longitudinal” axis or direction is substantially parallel to straight tracks or rails and in the direction of movement of the railroad car on the track or rails in either direction.
  • The“transverse” or“lateral” axis or direction is in a horizontal direction substantially perpendicular to the longitudinal axis and the straight tracks or rails.
  • “Vertical” is the up-and-down direction
  • “horizontal” is a plane parallel to the tracks or rails including the transverse and longitudinal axes.
  • The“leading” side of the truck means the first side of a truck of a railroad car to encounter a turn; and the“trailing” side is opposite the leading side.
  • Various embodiments of the present disclosure provide a new railroad car truck, and more particularly a new railroad car truck including a new bolster that includes one or more of a plurality of different improvements that individually and in various combinations reduce, inhibit, and/or minimize the likelihood of stress fractures or cracks in the bolster.
  • Various embodiments of the present disclosure also provide a new railroad car, and more particularly a new railroad car having a new railroad car truck including a new bolster that includes one or more of a plurality of different improvements that individually and in various combinations reduce the overall weight of the bolster and thus the railroad car truck and the railroad car. Such reduced weight increases fuel efficiency.
  • the present disclosure provides an improved casted bolster for a freight railroad car truck configured to be employed in a freight railroad car truck and that includes one or more of a plurality of improvements that in combination reduce, inhibit, and/or minimize the likelihood of stress fractures or cracks in the bolster, and thus reduce maintenance expense and time out of service. These improvements also provide for an overall lighter bolster and truck making the freight railroad car more efficient.
  • the improved bolster generally includes: (a) a first end; (b) a first diagonal member connected to the first end via a transitional concave first turn of spring seat; (c) a center rib assembly connected to the first end, to the straight first diagonal member, and to the first turn of spring seat and comprising: (i) a first center rib; (ii) a second center rib connected to the first center rib via a first U transition; and (iii) a third center rib connected to the first and second center ribs via the first U transition; (d) a first diagonal rib connected to the first turn of spring seat adjacent the third center rib; (e) a second diagonal rib connected to the first turn of spring seat adjacent the third center rib, the third center rib being between the first and second diagonal ribs; and (f) a bottom member connected to the first diagonal member and having thickened walls (or headings) that respectively form the brake rod holes.
  • the improved bolster generally also includes: (a) a second end; (b) a second diagonal member connected to the second end via a transitional concave second turn of spring seat; (c) a second center rib assembly connected to the second end, to the straight second diagonal member, and to the second turn of spring seat and comprising a fourth center rib connected to the first and second center ribs via a second U transition; (d) a third diagonal rib connected to the second turn of spring seat adjacent the fourth center rib; and (e) a fourth diagonal rib connected to the second turn of spring seat adjacent the fourth center rib, the fourth center rib being between the third and fourth diagonal ribs.
  • the present disclosure provides a railroad car truck including a first side frame, a second side frame, and this improved bolster supported by the first frame and the second frame.
  • the present disclosure provides a railroad car including one or more such railroad car trucks.
  • FIG. 1 is a side view of an example freight railroad car of the present disclosure positioned on conventional railroad tracks.
  • FIG. 2 is an exploded view of certain of the components of an example truck of an example freight railroad car of FIG. 1 which includes one example embodiment of the bolster of the present disclosure.
  • FIG. 3 is a perspective view of the example bolster of the truck of FIG.
  • FIG. 4 is a bottom view of the bolster of FIG. 3.
  • FIG. 5 is a side view of the bolster of FIG. 3.
  • FIG. 6 is a top view of the bolster of FIG. 3.
  • FIG. 7 is a fragmentary perspective cross-sectional view of an end of the bolster of FIG. 3 taken substantially along section line 7-7 of FIG. 5.
  • FIG. 8 is cross-sectional view of the bolster of FIG. 3 taken substantially along section line 8-8 of FIG. 6.
  • FIG. 9 is a fragmentary perspective view of a center rib assembly of the bolster of FIG. 3 shown removed from the bolster.
  • FIG. 10 is a fragmentary top view of the center rib assembly of FIG. 9.
  • FIG. 1 1 is a cross-sectional view of the bolster of FIG. 3 taken substantially along section line 1 1 -1 1 of FIG. 6.
  • FIG. 12 is an enlarged fragmentary partial perspective and partial cross-sectional view of part of the bottom member of the bolster of FIG. 3 showing one of the thickened walls (or headings) that forms one of the brake rod holes of the bolster of FIG. 3 and which is taken substantially along section line 12-12 of FIG. 6.
  • FIG. 13 is a fragmentary partial cross-sectional view of the bottom member of the bolster of FIG. 3 taken substantially along section line 13-13 of FIG. 12, and showing the bottom member having a thickened wall (or beading) that forms one of the brake rod holes.
  • FIG. 14 is a cross-sectional perspective view of the bolster of an alternative example embodiment of the present disclosure.
  • FIG. 15 is a cross-sectional view of the bolster of FIG. 14.
  • FIG. 16 is a cross-sectional view of the bolster of FIG. 14 taken substantially along line 16-16 of FIG. 15.
  • Various embodiments of the present disclosure provide a new bolster for a railroad car truck and a new railroad car truck having the new holster, and a new railroad car having at least one new truck with the new bolster. It should be appreciated that the bolster of the present disclosure can be used in connection with any suitable transportation device (such as freight railroad cars).
  • FIGS. 1 to 13 illustrate one example embodiment of such a new railroad car, a new railroad car truck, and a new railroad car truck bolster of the present disclosure, wherein the new bolster is generally indicated by numeral 100.
  • the bolster 100 is included in an example freight railroad car 10 configured to be positioned on conventional railroad tracks 20.
  • the freight railroad car 10 generally includes a car body 12, a first truck 14, and a second truck 16. It should be understood that the first truck 14 and the second truck 16 are identical or substantially identical in this illustrated example embodiment.
  • Each of the first truck 14 and the second truck 16 includes an identical or substantially identical bolster 100.
  • the railroad car 10 is configured to roll along the tracks 20 via the first truck 14 and the second truck 16 in a conventional manner.
  • the car body 12 rotatably rests on the first truck 14 and the second truck 16 via the bolsters 100 in a conventional manner to navigate (e.g., accommodate, traverse, etc.) curves in the tracks 20.
  • the first truck 14 (as shown in FIG. 2) includes among many conventional components (not shown or described): a first side frame 104, a second side frame 1 12, a first rolling assembly 1 14, a second rolling assembly 1 16, first springs 1 18, second springs 1 19, first and second friction wedges 120 and 121 , a bolster bowl wear liner 122, and a brake assembly 126 configured to co-act with the bolster 100 in a conventional manner.
  • the bolster 100 is configured to be partly positioned in the first side frame 104 and in the second side frame 1 12, and is resiliently supported by the first side frame 104 and by the second side frame 1 12 via the springs 1 18 and 1 19 in a conventional manner.
  • the bolster bowl wear liner 122 is positioned in the bowl of the bolster 100.
  • the first truck 14 and the second truck 16 are rotatably engaged with the car body 12 (as generally shown in FIG. 1 ) via the bolster bowl wear liners 122.
  • first side frame 104 and the second side frame 1 12 extend generally longitudinally in the same direction as the tracks 20 of FIG. 1.
  • the bolster 100 extends generally transversely to the direction of (e.g., across) the railroad tracks 20 (as generally shown in FIG. 1 ).
  • the example bolster 100 generally includes: (a) a top member 200, (b) a first end 300, (c) a second end 350, (d) a bottom member 400, (e) a first diagonal member 500, (f) a second diagonal member 550, (g) a first transition curve 510, (h) a second transition curve 560, (i) a first turn of spring seat 520, (j) a second turn of spring seat 570, (k) a center rib assembly 600, (I) a first diagonal rib 686, and (m) a second diagonal rib 688.
  • the example bolster 100 further includes a third diagonal rib (not shown) and a fourth diagonal rib (not shown). It should be understood that the top member 200, the first end 300, the second end 350, the bottom member 400, the first diagonal member 500, the second diagonal member 550, the center rib assembly 600, the first diagonal rib 686, the second diagonal rib 688, the third diagonal rib, and the fourth diagonal rib are formed monolithically together and integrally connected to one another during a suitable casting process in this illustrated example embodiment. Thus, the bolster 100 is a single, integral, unitary structure in this illustrated example embodiment.
  • the illustrated example embodiment of the bolster 100 of the present disclosure includes the following combination of four specific sets of improvements including: (a) the first end 300 transitioning to the first diagonal member 500 via a concave first turn of spring seat 520 and the second end 350 transitioning to the second diagonal member 550 via a concave second turn of spring seat 570; (b) the center rib assembly 600 having a first center rib 602 and a second center rib 624 that transition into a third center rib 644 via a first U transition 658; (c) the bottom member 400 having thickened walls (or headings) 412A and 412B that respectively form the brake rod holes 410A and 410B; and (d) the first diagonal rib 686 and the second diagonal rib 688 connecting the top member 200 to the first end 300, to the first turn of spring seat 520, and to the first diagonal member 500.
  • the combination of these improvements substantially reduce, inhibit, and/or minimize potential stress fractures in the bolster 100 by adding supporting specific structures to the bolster 100 and/or by
  • the top member 200 is integrally connected to the first end 300, the second end 350, the bottom member 400, the first diagonal member 500, the second diagonal member 550, the center rib assembly 600, the first diagonal rib 686, the second diagonal rib 688, the third diagonal rib, and the fourth diagonal rib.
  • the top member 200 includes a center plate bearing surface 202, a center plate rim 204, and side bearing pads 208 (as shown in FIGS. 3, 5, and 6).
  • the top member 200 defines a king pin well 206 generally centrally located in the center plate bearing surface 202.
  • the top member 200 defines a plurality of side bearing retainer holes 210 in the side bearing pads 208.
  • the first end 300 of the bolster 100 includes a first spring seat 310, a first column set 330, and a first bolster pocket 340 (as shown in FIGS. 3 to 8).
  • the second end 350 of the bolster 100 includes a second spring seat 360, a second column set 380, and a second bolster pocket 390 (as shown in FIGS. 3 to 8).
  • the first spring seat 310 and the second spring seat 360 include spring seat lugs 312.
  • the spring seat lugs 312 are generally circular.
  • the first spring seat 310 and the second spring seat 360 are configured to engage the springs 1 18 of FIG. 1 .
  • the first column set 330 and the second column set 380 of the bolster 100 include outer column guides 332 and inner column guides 334.
  • the first column set 330 and the second column set 380 are configured to engage column wear plates (not shown).
  • the first bolster pocket 340 and the second bolster pocket 390 of the bolster 100 include bolster pocket sloped surfaces 342, bolster pocket side walls 344, bolster pocket wear plates 346, and lands 348.
  • the bolster pocket wear plates 346 are connected to the bolster pocket sloped surfaces 342 (as shown in FIGS. 3 to 5).
  • the first diagonal member 500 is connected to the first end 300 via the first turn of spring seat 520.
  • the first diagonal member 500 is connected to the bottom member 400 via the first transition curve 510.
  • the first diagonal member 500 is substantially straight.
  • the first diagonal member 500 in this illustrated example embodiment has no curves, inflection, or turns between the first turn of spring seat 520 and the first transition curve 510 (as shown in FIG. 5).
  • the first turn of spring seat 520 is or includes a singular concave curve with no convex and/or re-curve features.
  • the first turn of spring seat 520 arcs without inflection between the first end 300 and the first diagonal member 500 (as shown in FIGS. 3 and 5).
  • the straight first diagonal member 500 meets the first end 300 by way of the concavely arcuate first turn of spring seat 520.
  • a single angle is formed between the first diagonal member 500 and the first end 300 in this example embodiment. This configuration reduces, inhibits, and/or minimizes stress by more evenly distributing the stress in the first turn of spring seat 520 because the first turn of spring seat 520 is a single larger concave arc connecting the straight first diagonal member 500 with the first end 300.
  • the second diagonal member 550 is connected to the second end 350 via the second turn of spring seat 570.
  • the second diagonal member 550 is connected to the bottom member 400 via the second transition curve 560.
  • the second diagonal member 550 is substantially straight.
  • the second turn of spring seat 570 is a singular concave curve with no convex and/or re-curve features in this illustrated example embodiment.
  • a single angle is formed between the second diagonal member 550 and the second end 350 in this example embodiment. This configuration reduces, inhibits, and/or minimizes stress by more evenly distributing stress in the second turn of spring seat 570 because the first turn of spring seat 570 is a single larger concave arc connecting the straight second diagonal member 550 with the second end 350.
  • the first diagonal member 500 and the second diagonal member 550 each define side wall lightener holes 502 (as shown in FIGS. 3 and 5).
  • the center rib assembly 600 is disposed inside the bolster 100. As shown in FIG. 7, the center rib assembly 600 is connected to the first end 300, the first turn of spring seat 520, and the first diagonal member 500. It should be understood that the center rib assembly 600 extends through the bolster 100 and is connected to the top member 200, the first transition curve 510, the bottom member 400, the second transition curve 560, the second diagonal member 550, the second turn of spring seat 570, and the second end 350 (not shown). Thus, the top member 200 is additionally connected to the first end 300, the first diagonal member 500, the bottom member 400, the second diagonal member 550, and the second end 350 via the center rib assembly 600. The center rib assembly 600 provides increased stiffness to the bolster 100.
  • the center rib assembly 600 includes the first center rib 602, the second center rib 624, the third center rib 644, and the first U transition 658 (as best shown in FIGS. 7, 8, 9, and 10). It should be understood that the center rib assembly 600 also includes a fourth center rib (not shown) and a second U transition (not shown) that respectively mirror the third center rib 644 and the first U transition 658. The first center rib 602 and the second center rib 624 transition into the third center rib 644 via the first U transition 658 (as best shown in FIGS. 7, 9, and 10). The U shape of the U transition 658 provides a smooth transition between the first center rib 602, the second center rib 624, and the third center rib 644.
  • the smooth transition of the U transition 658 reduces, inhibits, and/or minimizes stresses in the first turn of spring seat 520 by strengthening the overall structure with one seamless center rib assembly running throughout the bolster.
  • the single structure aids in removing concentrated stress areas specifically in the first turn of the spring seat 520 by taking on a larger portion of the load versus a typical known center rib assembly that is broken up in sections.
  • the second U transition (not shown) reduces, inhibits, and/or minimizes stresses in the second turn of spring seat 570.
  • the first center rib 602 includes: a first center rib lightening hole set 604, a first mating side 608, a first taper region 612, a first thick region 614, a first thin region 616, a first outer face 618, and a first inner face 622 (as best shown in FIGS 7, 9, and 10).
  • the second center rib 624 includes: a second center rib lightening hole set 626, a second mating side 628, a second taper region 632, a second thick region 634, a second thin region 636, a second outer face 638, and a second inner face 642 (as best shown in FIGS. 7, 9, and 10).
  • the first center rib 602 and the second center rib 624 respectively connect to the first diagonal member 500 via the first mating side 608 and the second mating side 628 (as shown in FIG. 7).
  • the first center rib 602 and the second center rib 624 respectively connect the first transition curve 510, the bottom member 400, the second transition curve 560, and the second diagonal member 550 via the first mating side 608 and the second mating side 628 (not shown).
  • the first thick region 614 transitions into the first thin region 616 via the first taper region 612.
  • the second thick region 634 transitions into the second thin region 636 via the second taper region 632.
  • the third center rib 644 includes a first neck region 646, a second neck region 648, and a third taper region 656 (as best shown in FIGS. 9 and 10).
  • the second neck region 648 includes a first side face 652 and a second side face 654 (as shown in FIG. 10).
  • the first neck region 646 transitions into the second neck region 648 via the third taper region 656.
  • the first U transition 658 includes a first curved shoulder 662, a second curved shoulder 672, and an inner curve 682 (as shown in FIG. 10).
  • the first curved shoulder 662 includes a first concave curve 664 and a first convex curve 666.
  • the second curved shoulder 672 includes a second concave curve 674 and a second convex curve 676.
  • the first center rib 602 transitions into the third center rib 644 via the first curved shoulder 662.
  • the second center rib 624 transitions into the third center rib 644 via the second curved shoulder 672.
  • the first center rib 602 and the second center rib 624 transition into one another via the first curved shoulder 662 and the second curved shoulder 672.
  • the first center rib 602 and the second center rib 624 are substantially parallel (as shown in FIG. 10).
  • the first center rib 602, the second center rib 624, the first curved shoulder 662, and the second curved shoulder 672 collectively form the first U shape of the first U transition 658.
  • the third center rib 644 extends outwardly from the first U transition 658 and is substantially parallel with the first center rib 602 and with the second center rib 624 (as best shown in FIGS. 7, 9, and 10).
  • the first center rib 602 and the second center rib 624 extend away from the first U transition 658 in a first direction 692 while the third center rib 644 extends away from the first U transition 658 in a second direction 694 opposite the first direction 692 (as shown in FIG. 10).
  • the first inner face 622 transitions into the second inner face 642 via the inner curve 682 (as shown in FIG. 10).
  • the first outer face 618 transitions into the first side face 652 via the first convex curve 666 and the first concave curve 664.
  • the second outer face 638 transitions into the second side face 654 via the second convex curve 676 and the second concave curve 674.
  • the bottom member 400 includes two thickened walls (or headings) 412A and 412B that respectively form the brake rod holes 410A and 410B (as shown in FIGS. 3, 5, 1 1 , 12, and 13).
  • the brake rod holes 410A and 410B are defined in and by upstanding thickened walls (or headings) 410A and 410B.
  • the thickened walls 412A and 412B are thicker than the adjacent walls that form the rest of the outer upstanding walls such as walls 590 and 592 of the bolster 100. More specifically, the thickened walls are 33 millimeters thick as compared to the adjacent non-thickened walls which are 25 millimeters thick.
  • the additional material that forms the additional thickness is on the interior sections of those thickened walls.
  • the thickened walls 412A and 412B include respective curvatures 414A and 414B that define the brake rod holes 410A and 410B (as shown in FIGS. 1 1 , 12, and 13).
  • the thickened walls (or headings) 412A and 412B provide added strength and support for the entire bolster 100, for the areas under the bowl of the bolster 100, and for the areas that define the brake rod holes 410A and 41 OB.
  • the thickened walls (or headings) 412A and 412B thus reduce, inhibit and/or minimize stresses in the bottom member 400 of the bolster 100 in regions adjacent to the brake rod holes 410A and 410B that are prone to developing cracks during testing.
  • the thickened walls (or headings) 412A and 412B reduce, inhibit and/or minimize stresses by spreading stresses throughout the thickened walls (or headings) 412A and 412B. As will be appreciated from the FIGS, this thickened wall feature is employed on both the front and back upstanding walls of the bolster 100.
  • the first diagonal rib 686 and the second diagonal rib 688 are disposed inside the bolster 100.
  • the first diagonal rib 686 and the second diagonal rib 688 are connected to the first end 300, the first turn of spring seat 520, the first diagonal member 500, and the top member 200 (as shown in FIGS. 7 and 8).
  • the first diagonal rib 686 and the second diagonal rib 688 are opposite one another adjacent to the third center rib 644 (as shown in FIGS. 7 and 8). In other words, the third center rib 644 is between the first diagonal rib 686 and the second diagonal rib 688.
  • the first diagonal rib 686 and the second diagonal rib 688 are closer to one another nearer to the first end 300 than nearer to the first diagonal member 500 (as best shown in FIGS. 7 and 8). In other words, space between the first diagonal rib 686 and the second diagonal rib 688 is narrower adjacent the first end 300 than adjacent the first diagonal member 500.
  • the first diagonal rib 686 and the second diagonal rib 688 form an acute angle with the third center rib 644 and with one another (as shown in FIG. 7).
  • the first diagonal rib 686 and the second diagonal rib 688 each form an angle in the range of 5 to 10 degrees with the third center rib 644.
  • the first diagonal rib 686 and the second diagonal rib 688 form an angle in the range of 10 to 20 degrees with one another. It should be understood that the third diagonal rib (not shown) and the fourth diagonal rib (not shown) respectively mirror the first diagonal rib 686 and the second diagonal rib 688 to connect the second end 350, the second turn of spring seat 570, the second diagonal member 550, and the top member 200.
  • the first diagonal rib 686 and the second diagonal rib 688 reduce, inhibit, and/or minimize stresses in the first turn of spring seat 520 by providing additional support to the first turn of spring seat 520 and while also providing for an overall lighter weight configuration.
  • the third diagonal rib and the fourth diagonal rib reduce, inhibit, and/or minimize stresses in the second turn of spring seat 570.
  • the example embodiment of the bolster 100 illustrated in the Figures employs one example configuration of components and one example size and shape of each of the components. It should be appreciated that other embodiments of the bolster may employ different configurations of the components and/or components of different sizes or shapes.
  • an alternative example embodiment of the bolster of the present disclosure is generally indicated by numeral 1 100.
  • the bolster 1 100 is configured to be partly positioned in the first side frame 104 and in the second side frame 1 12, and is configured to be resiliently supported by the first side frame 104 and by the second side frame 1 12 via the springs 1 18 and 1 19 in a conventional manner (as generally indicated in FIG. 2).
  • the first truck 14 when the first truck 14 is assembled: (a) the bolster bowl wear liner 122 is positioned in the bowl of the bolster 1 100; (b) the first truck 14 and the second truck 16 are rotatably engaged with the car body 12 (as generally indicated in FIG.
  • the first side frame 104 and the second side frame 1 12 are configured to extend generally longitudinally in the same direction as the tracks 20; and (d) the bolster 1 100 is configured to extend generally transversely to the direction of (e.g., across) the railroad tracks 20.
  • this example bolster 1 100 generally includes: (a) a top member 1200; (b) a first end 1300; (c) a second end 1350; (d) a bottom member 1400; (e) a first diagonal member 1500; (f) a second diagonal member 1550; (g) a first transition curve 1510; (h) a second transition curve 1560; (i) a first turn of spring seat 1520; (j) a second turn of spring seat 1570; (k) a center rib assembly (not shown or labeled); (I) a first diagonal rib (not shown or labeled); and (m) a second diagonal rib (not shown or labeled).
  • the example bolster 1 100 further includes a third diagonal rib (not shown) and a fourth diagonal rib (not shown).
  • this illustrated example embodiment includes all of the advantageous features of the example bolster 100 described above.
  • This illustrated example bolster 1 100 further includes: (a) a first vertical or substantially vertical rib 1900 positioned adjacent to (such as approximately 3/8 inches outside of) the first interior brake rod hole or opening 1410A; and (b) a second vertical or substantially vertical rib 1950 positioned within adjacent to (such as approximately 3/8 inches outside of) the second interior brake rod hole or opening 141 OB.
  • a first vertical or substantially vertical rib 1900 is integrally connected to and extends downwardly from the top member 1200
  • the second vertical or substantially vertical rib 1950 is integrally connected to and extends downwardly from the top member 1200.
  • the top member 1200, the first end 1300, the second end 1350, the bottom member 1400, the first diagonal member 1500, the second diagonal member 1550, the center rib assembly, the first diagonal rib, the second diagonal rib, the third diagonal rib, the fourth diagonal rib, the first rib 1900, and the second rib 1900 are monolithically formed together and integrally connected to one another during a suitable casting process in this illustrated example embodiment.
  • the bolster 1 100 is a single, integral, unitary structure in this illustrated example embodiment.
  • this illustrated example embodiment of the bolster 1 100 of the present disclosure thus includes the following combination of five specific sets of improvements including: (a) the first end 1300 transitioning to the first diagonal member 1500 via a concave first turn of spring seat 1520 and the second end 1350 transitioning to the second diagonal member 1550 via a concave second turn of spring seat 1570; (b) the center rib assembly 1600 having a first center rib and a second center rib that transition into a third center rib via a first U transition; (c) the bottom member 1400 including thickened walls 1412A and 1412B that respectively define the outer brake rod holes (not labeled); (d) the first diagonal rib and the second diagonal rib 1688 connecting the top member 1200 to the first end 1300, to the first turn of spring seat 1520, and to the first diagonal member 1500; and (e) the first rib 1900 and the second rib 1900.
  • the combination of these improvements substantially reduce, inhibit and/or minimize potential stress fractures in the bolster 1 100 by adding
  • any one of the five sets of stress reducing features can be individually employed in a bolster without incorporating one or more of the other stress reducing features in various alternative embodiments of the present disclosure.
  • the present disclosure provides an overall reduction in the weight of the bolster and thus the railroad car truck and the railroad car. Such reduced weight increases fuel efficiency.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne une traverse danseuse de wagon de chemin de fer, comprenant une première extrémité, un premier élément diagonal, une première spire concave transitoire de siège de ressort, un ensemble nervure centrale, des première et deuxième nervures diagonales, et un élément inférieur. L'ensemble nervure centrale comprend des première, deuxième et troisième nervures centrales et une transition en U. L'élément inférieur comprend des parois épaissies qui définissent des trous pour tirant de frein. Le premier élément diagonal est relié à la première extrémité par le biais de la première spire concave de siège de ressort. L'ensemble nervure centrale est relié à la première extrémité, au premier élément diagonal droit et à la première spire de siège de ressort. Les première, deuxième et troisième nervures centrales sont reliées l'une à l'autre par le biais de la transition en U. Les première et deuxième nervures diagonales sont reliées à la première spire de siège de ressort. La troisième nervure centrale se trouve entre les première et deuxième nervures diagonales.
PCT/US2018/064884 2017-12-18 2018-12-11 Traverse danseuse de wagon de chemin de fer WO2019125821A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US201762607051P 2017-12-18 2017-12-18
US62/607,051 2017-12-18
US16/170,267 US10913469B2 (en) 2017-12-18 2018-10-25 Railroad car truck bolster
US16/170,267 2018-10-25

Publications (1)

Publication Number Publication Date
WO2019125821A1 true WO2019125821A1 (fr) 2019-06-27

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Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EA202091232A1 (ru) * 2017-11-17 2020-11-30 Нэшнл Стил Кар Лимитед Надрессорная балка тележки железнодорожного вагона
US10913469B2 (en) * 2017-12-18 2021-02-09 Standard Car Truck Company Railroad car truck bolster

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US4311098A (en) * 1980-02-19 1982-01-19 E. I. Dupont De Nemours And Company Railway car truck bolster
US4342266A (en) * 1980-07-28 1982-08-03 Standard Car Truck Co. Railroad car truck bolster
US5111753A (en) * 1990-12-21 1992-05-12 Amsted Industries Incorporated Light weight fatigue resistant railcar truck bolster
US6196134B1 (en) * 1998-01-30 2001-03-06 Buckeye Steel Castings Company Light weight truck bolster
WO2008070953A1 (fr) * 2006-12-15 2008-06-19 National Steel Car Limited Traverse danseuse

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US2065454A (en) * 1935-10-14 1936-12-22 Railroad Res Bureau Of The Mfg Car truck bolster
US2161513A (en) * 1938-01-21 1939-06-06 Railroad Res Bureau Of The Mfg Car truck bolster
US2400550A (en) * 1943-09-03 1946-05-21 Hickman Pneumatic Seat Co Inc Bolster construction for railroad trucks
US2392292A (en) * 1944-09-22 1946-01-01 Karl F Nystrom Railroad car truck bolster
US4196672A (en) * 1977-02-07 1980-04-08 Standard Car Truck Company Reinforced bolster
US4187600A (en) * 1978-09-26 1980-02-12 Trailer Train Company Apparatus for machining railroad truck bolsters
US4357880A (en) * 1980-08-25 1982-11-09 Midland-Ross Corporation Bolster for a railroad car truck
US4363276A (en) * 1980-09-15 1982-12-14 Amsted Industries Incorporated Railroad car truck side frame - bolster connection
US5241913A (en) * 1992-06-15 1993-09-07 National Castings, Inc. Reinforced bolster for a railroad car truck
US5752564A (en) * 1997-01-08 1998-05-19 Amsted Industries Incorporated Railway truck castings and method and cores for making castings
US7823513B2 (en) 2003-07-08 2010-11-02 National Steel Car Limited Rail road car truck
US7631603B2 (en) * 2004-12-03 2009-12-15 National Steel Car Limited Rail road car truck and bolster therefor
US7681506B2 (en) * 2005-06-16 2010-03-23 National Steel Car Limited Truck bolster
US10913469B2 (en) * 2017-12-18 2021-02-09 Standard Car Truck Company Railroad car truck bolster
US11479276B2 (en) * 2018-05-24 2022-10-25 Transportation Ip Holdings, Llc Railroad car truck side frame

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4311098A (en) * 1980-02-19 1982-01-19 E. I. Dupont De Nemours And Company Railway car truck bolster
US4342266A (en) * 1980-07-28 1982-08-03 Standard Car Truck Co. Railroad car truck bolster
US5111753A (en) * 1990-12-21 1992-05-12 Amsted Industries Incorporated Light weight fatigue resistant railcar truck bolster
US6196134B1 (en) * 1998-01-30 2001-03-06 Buckeye Steel Castings Company Light weight truck bolster
WO2008070953A1 (fr) * 2006-12-15 2008-06-19 National Steel Car Limited Traverse danseuse

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US20190185032A1 (en) 2019-06-20
US10913469B2 (en) 2021-02-09

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